[Scan-DC] Railroad Communications Conflict

[b_thom at juno.com]

I'm not sure this means much to those of you who enjoy listening to trains on a scanner. If the information is transmitted, then it is accessible to someone, however. Even on mechanically-controlled airbrake systems, FREDs* (flashing rear-end devices), mounted on couplers, send information on brake line pressure up to the front of the train. Someone might get something from this.

http://www.smartpdf.com/register/2009/Nov/30/E9-28482.pdf

DEPARTMENT OF TRANSPORTATION
Federal Railroad Administration
Petition for Waiver of Compliance

In accordance with Part 211 of Title 49 Code of Federal Regulations (CFR), notice is hereby given that the Federal Railroad Administration (FRA) has received a request for a waiver of compliance from certain requirements of its safety standards. The individual petition is described below, including the party seeking relief, the regulatory provisions involved, the nature of the relief being requested, and the petitioner’s arguments in favor of relief.

Association of American Railroads
[Waiver Petition Docket Number FRA–2009–0102]
The Association of American Railroads (AAR) has petitioned, on behalf of its member railroads, for a temporary waiver of compliance from the requirements of 49 CFR 232.109(g)(2), which state that locomotives placed into service for the first time on or after October 1, 2007, shall display in real-time in the cab of the controlling (lead) locomotive the total train dynamic brake retarding force available in the train. AAR petition seeks relief due to conflicts found in the common communication channel, known as ‘‘C–Band’’ shared by the dynamic brake system reporting (DBSR) and Electronic Controlled Pneumatic (ECP) brake systems. AAR requests this relief until January 1, 2011, to allow it the time to have conversion modules manufactured and installed on its members’ locomotives. AAR states that when locomotives equipped with ECP brakes were placed in service, it was discovered that operation of the ECP systems and DBSR conflicted due to the sharing of a common communications band, the C–Band. Consequently, AAR developed a standard (S–5509) in February 2008, providing for using the A–Band for DBSR. During the period of modification and conversion of its members’ locomotives, there will be times when the total train dynamic brake retarding force required by 49 CFR 232.109(g)(2) cannot be displayed in the controlling locomotive because some
locomotives will be equipped to transmit on A–Band and some on C– Band. AAR further states that during the period of conversion, the engineer shall be provided with a record of dynamic brake operational status as required by 49 CFR 232.109(a). 

* http://en.wikipedia.org/wiki/Flashing_rear-end_device

Railfan usage
Railfans and railway photographers sometimes monitor FREDs as early warning systems to detect approaching trains. FREDs in North America operate on the 452.9375/457.9375 MHz frequency pair with the exception of those operated by Norfolk Southern Railway, which uses AAR channel 67 (161.115 MHz). Railfans often program these frequencies into their scanners, which can provide a handy indicator of train activity (usually 2–5 miles, transmitting at 2 watts).

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